tholyoak

Anyone know what the ID of the MAF sensor housing is on a Cayenne 'S' or turbo? If anyone has an old one from a sensor replacement I would also be interested in that for a project I am working on.

-Todd

Yes, as long as you don't have a tiptronic, it will be the only silver box there. Just make sure to disconnect the battery prior to removing the DME. Send me a PM and I'll give you the details on where to send the DME.

-Todd

If you want to send me your DME I can check to see if it is programmed as a 986 or 996.

-Todd

The easiest solution would be to simply add the tank pres. sensor and the AAV and wire them to the DME. The only other way to get around it with stock programming would be to flash the DME with the ROW map that doesn't look for any of the emissions stuff.

-Todd

open the engine lid, rev the car past 3k and the actuator on the second plenum should move. If that happens you don't have the 2.5L program, whether you have the right program is not guaranteed as the red line should not be as low as you previously state.

You may also want update your profile to indicate where you are located, there may be a member nearby willing to help you out.

-Todd

I think you guys need to stop hijacking this fellows thread. If you have questions, do a search and if you can't find the answer you are looking for start your own thread and/or send me a PM.

-Todd

Not true. The tank pressure sensor (not fuel pressure) as stated above, is still there it is simply an different sender and integrates with the chassis connector X3/1 in position 11, again as I stated above.

The additional br/pk and re/vi wires on the later cars with the separate tank pres sensor at X3/1 pos 22 and 1 are ground and power supply wires, respectively that are needed since it is a separate sensor. On the '97 the integrated valve and pressure sensor receive power and ground via another route.

-Todd

Actually Loren, it is 964 C2 mounts that are needed at the trans end on an engine swap as these mounts are taller and drop the trans end to match the drop at the front of the motor. You do not want 993 mounts as these are the same part as the 986/996 mounts.

-Todd

Looks like you figured it out. Also it looks like the wiring of the fuel injectors and the ignition coils is different on the 97 vs the later cars as well. You definitely should fix those as well.

-Todd

If you look at the schematic of the EVAP system I posted you will notice that the line indicated by the arrow in the pic I posted above runs to the central connection on top of the fuel pump in Stefan's picture above that has the tank pres. sensor mounted in line with it. This line is the only place the tank pres sensor can be installed in line on. Thus you need to follow the line from the purge valve to the tank looking along the way for an electrical connection that matches the colours listed on the '97 wiring diagram. Also you could check the black connector by the DME in the trunk and see if there is a ye/br wire at position 12 and a Bl/Vi wire at pos 11 as the wiring diagram indicates that would be running from the DME to the AAV and tank pres sensor, or in the case of the '97 the combined sensor.

-Todd

As stated above, the '97 is unique in that it doesn't have a tank pres. sensor as a separate part mounted on the top of the tank as on the later models. Based on my understanding (I have never worked on a '97) on the '97 what Porsche calls the AAV in the electrical diagrams and the pres. sensor are integrated together. If you look at the carbon canister (EVAP canister) in the front right wheel well you should find the integrated pres. sensor and the AAV valve as part of the canister. You can see what porsche calls the AAV on the later cars in Loren's picture below with the ye/br and blu/rd wires attached to it (not the connector indicated by the arrow). The part on the '97 will have a larger connector with an additional bl/vi wire.

-Todd

As a new member and one that is admitting up front that they don't have much mech. aptitude I will cut you some slack ;) but you really should search the multiple posts on this topic here. It is quite a popular subject.

If you have access to a porsche tester (PST2 or PIWIS) it is very easy to figure out if your DME is properly programmed as a 996. If it is, it will be recognized as a 996 and not a 986. You can also look and see if there has been an additional wire added to the connector that goes to the DME and runs to the actuating solenoid for the secondary plenum butterfly. Without this your 3.4L engine will not produce much more power than the 2.5L you removed.

As the soft rev-limiter is 6700 on a 2.5L boxster, I am pretty sure you are still running the 986 program in your DME.

Todd

The tank venting valve and EVAP valve are the same part. This valve is opened to vent the carbon canister into the intake.

The only difference I see is that the '97 incorporates the AAV and the dif. pres sensor into one unit. If this device is present it should cause no issues. I believe it should be located on top of the fuel pump under the battery tray. Seems like the absence of this one device is leading to your all your CEL problems, outside of the O2 sensor one.

Todd

Well apparently you don't want to believe me without photographic evidence ;), so here it is. As I stated, it is the connector to the secondary air pump.

-Todd

I believe that is the connector for the secondary air pump which you don't have since it looks to be a ROW car.

Colours of the wires would be brown and red/black.

-Todd

I doubt you are doing anything wrong. Basically their info is wrong. 1602 is can timeout for DME 7.8, the only CAN bus in your car would be if you had Tiptronic. This is simply indicating the voltage to the DME has been interrupted at some point (ie battery or dme disconnected).

P1117 is O2 sensor heater for 5.2.2, 7.2 and 7.8 so I don't know where the tank empty thing is coming from.

-Todd

Jes,

Sorry I haven't replied to your email. I am confused why you think your car doesn't have the tank pres. sensor etc. It should. If it doesn't, that is obviously why you have the errors.

As I believe I told you before, the P1602 is not a CAN timeout error, it is simply the fact the battery has been disconnected (an interruption of power on term. 30 to the DME)

P0447 is not actuation of the evap valve, but an open circuit. either the valve isn't present, or the wiring is bad

P1117 is the o2 sensor after the cat on bank 1 is bad, likely a bad o2 sensor

P0453 is tank pressure sensor short to B+/above upper limit.

You need to look at the correct codes for your DME which is 5.2.2

-Todd

The procedure for removing the motor is provided in the factory service manual and most likely the Bentley manual as well. I have no secret sources for engines, sorry.

-Todd

It is a one way check valve, black side goes toward vacuum source, ie the intake manifold.

-Todd

As Loren's post shows, based upon the error codes you posted, you do not have a mixture problem. If you truly have a mixture issue, PM me your fuel trim values and I'll see if I can't help you take care of it.

-Todd

Todd

How do I go about get the Fuel trim values?

Bill

Bill, they are the FRA and TRA values that you can monitor with your Durametric.

-Todd

The non-egas 986 and 996 use the same MAF, this is the one you will use if you are going to use the 996 program and the cable tb to operate the 3.2.

-Todd

As Loren's post shows, based upon the error codes you posted, you do not have a mixture problem. If you truly have a mixture issue, PM me your fuel trim values and I'll see if I can't help you take care of it.

-Todd

Common problem with swaps. I'll give you a hint, look at the diameter of a 986 MAF housing and compare it to the diameter of a 996 MAF housing. There are a couple of solutions.

-Todd

The solenoid actuation is 1 wire to the DME, and one wire to an adjacent +12V switched source on any red/blue wire. I really don't see the advantage of eliminating the factory DME from controlling the second plenum. You realize the plenum is actuated at ~ 3120 rpm and turned off again above 5120 rpm right? My suggestion is to do it right and run the wire.

-Todd